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1:
PRESTRESSED CONCRETE
GIRDER BRIDGE DESIGN
Table of Contents
1. INTRODUCTION .......................................................................................................... 1
2. DESIGN DATA .............................................................................................................. 2
3. GENERAL ...................................................................................................................... 3
4. SUPERSTRUCTURE DESIGN ..................................................................................... 4
4.1 Develop General Section ........................................................................................ 5
4.1.1 Roadway Width .......................................................................................... 5
4.1.2 Span Arrangements ..................................................................................... 6
4.2 Deck Design ............................................................................................................ 7
4.2.1 Standard Deck Slab Design ........................................................................ 7
4.2.2 Deck Cantilever Design .............................................................................. 8
4.3 Girder Design ........................................................................................................ 10
4.3.1 Loads......................................................................................................... 11
4.3.2 Preparation of Computer Input Data ......................................................... 13
4.3.3 Computer Analysis results ........................................................................ 22
4.3.4 Computer Output ...................................................................................... 24
4.3.5 Final Girder Design .................................................................................. 24
4.3.6 Standard Beam Plan Sheet ........................................................................ 29
4.4 Bearing Pad Design............................................................................................... 34
4.4.1 Abutment (Exp.) Bearing Pad Design ...................................................... 34
5. SUBSTRUCTURE AND FOUNDATION DESIGN ................................................... 41
5.1 Preliminary Pier Design ........................................................................................ 42
5.1.1 Design Run Excluding Extreme Events.................................................... 42
5.1.2. Seismic Evaluation .................................................................................. 77
5.1.2.1 Design Response Spectrum: .................................................................. 78
5.1.3 Run for 500-Year Flood (Extreme Event Group II) .............................. 102
5.1.4 Conclusion of Preliminary Design.......................................................... 106
5.1.2 Preliminary Abutment Design ................................................................ 108
APPENDIX A ................................................................................................................. 109
1. INTRODUCTION
This example illustrates New Mexico Department of Transportation (NMDOT) design
procedures for a three-span prestressed concrete girder bridge. Site location is assumed
to be near Socorro, New Mexico, with the bridge crossing a waterway on a normal
(perpendicular) alignment. The bridge consists of 43.75 ft., 88.0 ft. and 43.75 ft. spans,
with a 50 ft. wide bridge. The figures on pages 5 and 6 show the elevation and typical
section for the bridge.
The superstructure is supported by AASHTO Type III girders, which are continuous for
live load. The substructure consists of three-column piers and abutment bents supported
directly by drilled shafts. The abutment is of the semi-integral (floating) type.
Load and Resistance Factor Design (LRFD) methods are used throughout, except where a
suitable LRFD procedure does not exist. Note that acceptable design methods are not
limited to those shown here. Other methods that comply with NMDOT requirements are
also acceptable.
It is assumed that those using this example are familiar with general bridge design
procedures and the AASHTO LRFD Bridge Design Specifications, hereinafter referred to
as LRFD Specifications. References in parentheses refer to the applicable section or
equation from the above specifications.
Reference to and use of proprietary computer programs in this example does not
constitute an endorsement by the NMDOT.
The NMDOT makes no guarantee regarding the accuracy of example calculations. The
reader is cautioned to verify all calculations before duplicating.
2. DESIGN DATA
Specifications: AASHTO LRFD Bridge Design Specifications, Fifth
Edition, 2010 *
AASHTO Guide Specifications for LRFD Seismic
Bridge Design, First Edition, 2009
* Note: The LEAP Bridge computer program, version 9.00.03.02, used for this example
uses the Fourth Edition of the AASHTO LRFD Bridge Design Specifications.
** Note: Critical/essential bridges are not specifically addressed in the AASHTO Guide
Specifications for LRFD Seismic Bridge Design. NMDOT does not have any additional
requirements beyond these specifications for critical and essential bridges.
3. GENERAL
An outline for basic steps for concrete bridge design is given in Appendix A5 of the
LRFD Specifications. This design example tries to follow this outline as closely as is
relevant.
Bridges shall be designed for specified limit states to achieve the objectives of
constructability, safety, and serviceability, with due regard to issues of
inspectability, economy, and aesthetics, as specified in Article 2.5.
Regardless of the type of analysis used, the following equation shall be satisfied
for all specified force effects and combinations thereof.
Ση i γ i Qi ≤ φRn = Rr
Each component and connection shall satisfy the above equation for each limit
state, unless otherwise specified. All limit states shall be considered of equal
importance.
4. SUPERSTRUCTURE DESIGN
The superstructure design includes the following elements: deck design, prestressed
girder design, and bearing pad design. Deck design follows the NMDOT standard deck
slab detail in Chapter 4 of the NMDOT Bridge Procedures and Design Guide, hereinafter
referred to as Design Guide. Girder analysis and design is performed using the computer
program CONSPAN, Version 09.00.03.01. Input data and design loads needed for the
computer analysis are developed and listed. From the resulting output, a final girder
design is developed and finally the NMDOT standard beam sheet is completed.
Reinforced elastomeric bearing pad design is also illustrated.
The LRFD design vehicular live load as specified in section 3.6.1.2 of the LRFD
Specifications is designated as a HL-93 and consists of a combination of the design truck
or design tandem and design lane load. The NMDOT also requires that new bridges be
designed for the NMP327-13 permit load. (Exceptions for the NMP327-13 permit load
will be provided for unique bridges.) The design engineer shall design the superstructure
with the specified live load, but shall also ensure that the design produces at least the
appropriate LFD inventory rating. All new bridges must have a Virtis/Opis inventory
rating of HS25 and operating rating of HS42. The designer shall revise the original
design if necessary to achieve the required bridge ratings. The Virtis/Opis rating shall be
shown on the bridge plans. Additionally, the Virtis/Opis file used for rating the bridge is
to be sent to the NMDOT Bridge Design Bureau.
The transverse section and profile views of the sample bridge follow.
The NMDOT standard deck slab detail and slab design tables are shown below.
T S
(in) (ft)
7 ½” 5’-7”
8” 6’-7”
8 ½” 7’-7”
9” 8’-6”
9 ½” 9’-5”
10” 10’-3”
10 ½” 11’-1”
11 11’-10”
From the figure above, the main top and bottom reinforcement is #5 bars, spaced at 6 in.
on center. Top longitudinal bars are #4TL bars, also spaced at 6 in. For each tabulated
deck thickness T, the design table lists the maximum effective span S and the distribution
reinforcement spacing.
The following calculations illustrate how the slab thickness is derived for the bridge.
bf
S eff = S − = 8’-2”
2
Evaluating and rounding up to the nearest effective span length listed in the table gives:
According to Appendix A13 of the LRFD Specifications, a bridge deck overhang shall be
designed for the following design cases considered separately:
Design Case 1: the transverse and longitudinal forces specified in Article A13.2-
Extreme Event Load Combination II limit state
Design Case 2: the vertical forces specified in Article A13.2 – Extreme Event
Load Combination II limit state
Design Case 3: the loads, specified in Article 3.6.1, that occupy the overhang -
Load Combination Strength I limit state.
The Design Guide indicates that the slab overhang design will not follow the practice of
designing the deck slab overhang such that the railing system will fail before the deck
does. If this practice is followed, the deck slab overhang would contain an excessive
amount of reinforcing steel. As such, additional reinforcement will not be added to the
deck for an Extreme Event and the designer may ignore design cases 1 and 2 above. The
deck overhang will be designed for the dead load and live load that occupy the overhang.
For design case 3, application of design vehicular live load shall be in accordance with
provision 3.6.1.3.4 of the LRFD Specifications. However, the NMDOT doesn’t use
structurally continuous barriers, so 3.6.1.3.4 cannot be used. Instead, the 16 kip live load
will be placed 1 ft. from the face of the barrier rail.
Weff = 45+10 X
Where
X = distance from load to point of support (ft.)
Wflange = 1’-4”
Sexterior = 3’-1 ½”
W flange 1
xoverhang = S exterior − = 2'−5 "
2 2
Since the live load is located above the girder flange or off the deck slab overhang, the
live load will not be applied to the design and the maximum loading will be on the right
side of the bridge with the sidewalk loading.
9.75 + 16.5 1
Arail = × 42 × 2 = 3.828 ft.3/ft.
2 12
Asidewalk = xoverhang x 7.5 in. = 1.536 ft.3/ft.
Aslab = xoverhang x tslab = 1.844 ft.3/ft.
Dead Load
Moment Forces
The negative moment resistance capacity of the deck slab overhang with the given
amount of steel is:
A s × Fy
a= = 0.912 in.
0.85 × f c × b
a
φM n = 0.9 × A s × Fy × (d − ) = 202.4 kip − in. / ft. = 16.86 kip − ft. / ft.
2
φM n = 16.86 kip − ft. / ft. > M negU = 2.03 kip − ft. / ft. OK
The preliminary design uses six rows of 45 in. prestressed concrete girders, spaced at 8’-
9” (see Transverse Section). This configuration will be analyzed, and a prestressing
strand pattern designed using the CONSPAN computer program.
For program input, dead loads must be calculated and design data assembled. Once the
computer analysis is run, a final girder design is developed. In addition to the
prestressing strand pattern determined by the program, final design also involves
designing the transverse steel layout to satisfy vertical and horizontal shear and end
anchorage requirements, and determining negative moment reinforcing at interior
supports. The final step is to complete the NMDOT standard beam sheet, showing final
design configuration and design values necessary for fabrication and erection.
This section will show development of input data including dead load calculation and
live load selection, the computer analysis output file, final design using the computer
output, and finally the filled out NMDOT standard beam sheet based on the final design.
4.3.1 Loads
The CONSPAN program calculates the girder, deck and haunch loads internally, along
with live load distribution and impact factors, and all live load plus impact forces.
Additional non-composite dead loads (stay-in-place forms, diaphragms) and composite
dead loads must be calculated and input into the program.
Haunch:
During construction, the actual haunch dimensions will vary from the assumed 2 in.
dimension. To ensure the design of the prestressed beam is adequate for the possible
haunch dimensions, the prestressed beam will be designed for both a 0 in. and a 2 in.
haunch. If during construction, the actual haunch dimensions are outside of the 0 in. to 2
in. range, the designer would need to verify the design based on the actual haunch
dimensions before approving the haunch dimensions submitted by the contractor.
For this example, the two separate designs will be combined into one design. The design
will be based on a 0 in. haunch dimension, but the weight of the 2 in. haunch will be
manually added with the stay-in-place forms as a non-composite dead load. The
approach will be slightly conservative, but it will only require one design.
Vbarrier = Volume of the concrete barrier per unit length = 3.83 ft.3 / ft.
γconc = 150 lbs. / ft.3
Sidewalk:
(6 in. + 7.5 in.) 86 in. 3
Vsidewalk = * = 4.03 ft.
2 × 12 12 ft.
wsidewalk = Vsidewalk × γ conc = 605 lbs. Composite DC Load
ft.
Although this example shows data required for the CONSPAN program, bear in mind
that other prestressed girder programs will require similar data.
The main menu allows you to toggle between design procedure 1 (Multi-Span Non-
Continuous) and design procedure 2 (Multi-Span Continuous).
Bridge Layout
Overall width = 50 ft.
Number of lanes = 3
Lane width = 12 ft.
Left and Right Curbs = 1.5 ft.
Supplemental Layer = 0 in.
Deck Thickness = 9 in.
Haunch Thickness = 0 in.
Haunch Width = 16 in.
Span Data
Span # Pier to Precast Bearing to Pier CL Release Skew
Pier, ft. Length, ft. Bearing, ft. Precast, ft. Span, ft. Angle, deg
1 43.75 43.92 42.92 -0.50 43.92 0
2 88.00 87.33 86.33 0.33 87.33 0
3 43.75 43.92 42.92 0.33 43.92 0
Concrete Data
Girder Release Girder Final Deck
Unit Weight (pcf) 150 150 150
Strength (ksi) 7.0 9.5 4.0
The approved mix design that is typically used by prestressed girder fabricators in New
Mexico typically produces a final concrete strength of 9.5 ksi. The designer shall use 9.5
ksi strength concrete in the design even if a lower strength concrete could be used so that
the beam deflection and cambers are more accurately predicted.
Strand Data
Strand ID: ½ in. – 270K-LL
Depress: Draped, 0.40 Pt., 2.0 in. Increment
Elasticity of Prestressed Steel: 29000 ksi
Rebar Data
Grade 60 for tension rebar
Elasticity: 29000 ksi
Truck Data
Design Truck (HL93) and Lane Loading
Design Tandem and Lane Loading
P327-13 Permit Vehicle
Note: NMDOT does not use live load deflection criteria; however, the live load
deflection output from CONSPAN will be used to calculate cyclic rotation for the bearing
design.
Analysis Factors
Distribute Dead Loads: Equally to all beams
Dead Load: Computed
Dynamic Load Factor: 0.33 (Truck), 0 (Lane), 0.33 (Strength II), 0.15 (Fatigue)
Live Load: Use Code Equations
Load Factors: per Design Specifications.
Modifier: Ductility = 1.0, Redundancy = 1.0, Importance = 1.05
Project Parameters
Limiting Stress: Use Factor to Calculate
Restraining Moments: Full Continuity, Disregard Restraining Moments
Multipliers: per Design Specifications
Resistance Factor/Losses: 0.9 Flexure, 1.0 Flexure Prestressed, 0.9 Shear
AASHTO Method to Compute Losses with 25% humidity.
Moment and Shear Provisions:
Moment Method: AASHTO equations
Negative M Reinforced Design: Exclude Non-Composite Moments in Mu
Horizontal Shear Method: Exclude Beam and Slab Contribution in Vu
Vertical Shear Method: Simplified (for consistency with Virtis/Opis LFR)
As detailed in the program output, a total of 14 strands (spans 1 & 3) and 44 strands (span
2) are used, with 2 strands (spans 1 & 3) and 6 strands (span 2) draped beginning at the
0.4L point.
Based on experience with local fabricators, the maximum hold down force at the harped
point of the draped strands is limited to 40 kips. The hold down force reported in the
output is 10.993 kips (span 1 & 3) and 13.270 kips (span 2), which are both less than the
40 kips maximum. If the hold down force is greater than the allowed amount by the
fabricator, first try lowering the draped strands at the end; if this doesn’t work use
multiple hold down points as required.
Note that two steel areas are listed in the output, Avh-sm and Avh-rg. These two values
correspond to the top flange surface conditions listed in the LRFD Specification Section
5.8.4.2. The NMDOT requires that the top surface of girder flanges be intentionally
roughened to an amplitude of 0.25 in. Therefore, the values for Avh-rg are used. The
required spacing (in.) of horizontal reinforcing is then:
Av
S reg'd = × 12
Avh − rg
The table below lists the required reinforcing area and maximum spacing (based on
minimum steel requirements) for vertical and horizontal shear from the program output.
Also shown are the spacing requirements for pairs of #4 bars based on the above two
equations. Controlling spacing at each section is bolded.
SPAN 1 & 3
Bearing Transfer Critical 0.1L / 0.9L 0.2L / 0.8L 0.3L / 0.7L 0.4L / 0.6L 0.5L
Location (ft.) 0.5 2.5 2.75/4.75 4.39 8.78 13.17 17.57 21.96
Vertical Shear
Av (sq.in./ft) 0.803 0.547 0.438 0.426 0.264 0.142 0.136 0.136
Smax (in.) 24 24 24 24 24 24 24 24
Sreq'd (in.) 6 9 11 11 18 24 24 24
Horizontal Shear
Avh-rg (sq.in/ft.) 0 0 0 0 0 0 0 0
Smax (in.) 24 24 24 24 24 24 24 24
Sreq'd (in.) 24 24 24 24 24 24 24 24
S provided (in.) 3 6 6 6 12 24 24 24
SPAN 2
Bearing Transfer Critical 0.1L / 0.9L 0.2L / 0.8L 0.3L / 0.7L 0.4L / 0.6L 0.5L
Location (ft.) 0.5 2.5 2.75/4.53 8.73 17.47 26.2 34.93 43.67
Vertical Shear
Av (sq.in./ft) 1.109 0.499 0.505 0.281 0.136 0.136 0.136 0.136
Smax (in.) 24 24 24 24 24 24 24 24
Sreq'd (in.) 4 10 10 17 24 24 24 24
Horizontal Shear
Avh-rg (sq.in/ft.) 0.019 0.015 0.011 0.007 0 0 0 0
Smax (in.) 24 24 24 24 24 24 24 24
Sreq'd (in.) 24 24 24 24 24 24 24 24
S provided (in.) 3 3 6 12 24 24 24 24
The NMDOT standard bridge member detail sheet calls for the use of a single #7 vertical
bar at the end of the girder. This bar will contribute to the overall resistance and will be
accounted for in the calculations below. Additional resistance will be provided by
closely spaced pairs of #4 bars.
Using the initial pull force just before release provided in the program ouput, the
prestressing force Pi, just before transfer is:
Pi = (0.75 x fpu) x As x n
fpu = Prestressing Strand Tensile Strength (270 ksi)
As = Prestressing Stand Area
n = Number of Prestressing Stands
Span 1 & 3
Pi= (0.75 x 270) x 0.153 in.2 x 14 = 433.8 kips
F = 4% x Pi = 17.35 kips
Span 2
Pi= (0.75 x 270) x 0.153 in.2 x 44 = 1363.2 kips
F = 4% x Pi = 54.53 kips
Using a working stress of 20 ksi, the capacity of one #7 bar (As = 0.60 in.2) is:
Subtracting this from the force F gives the force that must be resisted by additional
stirrups:
Span 1
∆F = F - Fn = 17.35 kips – 12.0 kips = 5.35 kips
Span 2
∆F = F - Fn = 54.53 kips – 12.0 kips = 42.53 kips
ΔF 42.53
= = 3.43
Fn 12.4
LRFD Specification Section 5.10.10.2 also requires that prestressing strands in the lower
flange be enclosed by steel reinforcing for the distance of 1.5d from the end of the beams
at a maximum spacing of 6 in. on center to confine the prestressing steel in the bottom
flange. On the NMDOT Type 45 standard beam sheets, transverse hoops (H bars) are
carried out a distance 1.5d or 5.625 ft. from the end of the beam. The transverse hoop
bars will be conservatively carried out a distance of 6.0 ft. from the ends of the beam for
this example.
The steel area provided by the temperature and distribution steel within the deck effective
width is:
The following table, from the program output, lists the negative moment reinforcing
needed at tenth points along each span. The temperature and distribution steel by itself is
adequate for the majority of the length. Additional steel will be needed in the area of the
piers. The #4 bars could be replaced with a larger bar or additional bars could be placed
between the #4 bars.
Required items for completing the sheet are listed below. Sheet references in parentheses
refer to the program output where the subject information is located. The details for
spans 1 and 3 are completed. For an actual design, details for span 2 would be completed
in a similar manner.
End View
• Revise the strand pattern to reflect the actual design,
• Add number of strand row spaces for top and bottom strands
Beam Data
• Fill in girder weight, camber at release, camber at erection, and dead load
deflection.
Girder Weight = 583.3 lbs./ft. x 43.92 ft. = 25.62 kips (Span 1 & 3)
= 583.3 lbs./ft. x 87.33 ft. = 50.94 kips (Span 2)
The camber at release is calculated using the prestress + self weight cambers
(deflections) at release.
Camber at Release = 0.367 in. – 0.077 in. = 0.290 in. (Span 1 & 3)
3.557 in. – 1.200 in. = 2.357 in. (Span 2)
In accordance with General Note 4 on the beam sheet, the camber at erection is
calculated using the prestress + self weight cambers (deflections), with an
allowance for camber to 90 days. Therefore, use the camber/deflection value
listed in the erection column of the beam output, which includes multipliers to
account for the above time period:
Camber at Erection = 0.660 in. – 0.142 in. = 0.518 in. (Span 1 & 3)
6.403 in. – 2.221 in. = 4.182 in. (Span 2)
In accordance with General Note 5, the dead load deflection is calculated using
the weight of deck (plus haunch), diaphragms, and superimposed dead load (SIP
forms, composite dead load, etc.). Again using the values in the erection column,
S1 Bars:
X = 24.75 in.
Length = 2X + πR = 56.57 in. Use 4’-9”
T1 Bars: For Spans 1 and 3, one bar can span the girder length. Deducting for
a 2 in. clearance to the girder end, the length of one bar is:
Length = 43’-7”
T1 Bars: For Span 2, use 2 bars. Deducting for a 2 in. clearance to the girder
end, and including provisions for a 1’-6” splice at midspan the length of one
bar is:
Length = 44’-3”
• Add number of bars required for S1, S2, H, T1, and T2 bars.
Assume that transverse movement at all bearings will be prevented by concrete keeper
blocks or by other methods. In addition, the pier bearings are considered fixed in the
longitudinal direction. Longitudinal movements are unrestrained at the expansion
bearings. As discussed below, the Design Guide specifies temperature ranges to be used
in calculating structure movements in New Mexico.
The design method presented in the LRFD Specifications differentiates between locations
where shear deformations are permitted and where they are not. The fixed bearings are
prevented from deforming in shear by the dowels or by other methods. At the expansion
bearings, shear deformations will occur.
Live loads are given in the program output per lane with no distribution factor and no
impact. These loads can be found from the Analysis screen as shown below. To find live
loads at the abutment, select Load Case from the Type pull down. Next, in the Span pull
down, select span 01. Finally, from the Cases pull down, select the maximum shear live
load (lane, truck, double truck, or permit) shear.
As shown in the above figure, Fy at Support 1 is 13.13 kips for the lane load. Adding this
to the truck load of 54.36 kips at the same support, we get a total of 67.5 kips. This is the
load per lane. The shear distribution factor for the beam we are designing is 0.879,
giving us the design live load for bearings shown below.
RLL Total = 67.5 kips/Lane x DFShear = 67.5 kips/Lane x 0.879 = 59.33 kips/Beam
Structure Movement
In the longitudinal direction, superstructure movement occurs due to the combined effects
of temperature changes plus creep and shrinkage of the prestressed girders.
Temperature:
Table 3.1B of the Design Guide specifies temperature ranges based on the values given in
the LRFD Specification Section 3.12.2. From Table 3.1B for “South of I-40”, structure
movement is to be based on a temperature range from 10 F to 90 F. The Design Guide
states, “The full temperature range is used in design of the superstructure because the
structure is anticipated to have these full movements during its life.” However, the
Design Guide also says, “The thermal movement used in the design of elastomeric
bearing pads shall be not less then 75% of the total anticipated movement due to
temperature.”
ΔL = L × 0.000072 × ΔT
where:
L = Length of the bridge that will move due to temperature changes (ft.)
Each abutment will receive half of the total bridge movement.
L = 44 ft. + 43.75 ft. = 87.75 ft.
∆T = 80 F
Because bearings at the piers are fixed, all of the movement from Span 1 and half of the
movement of Span 2 is assumed to be taken up by the bearings at Abutment 1. Also,
50% of the total creep and shrinkage is assumed to occur before beam erection. Steel
relaxation is neglected. Calculations for both spans are shown below. This approach is
derived from the NYSDOT Bridge Manual, 1st edition with Addendum, 2010.
Alternatively, LRFD Specification Section 5.4.2.3 could be used.
The total superstructure movement due to temperature, shrinkage, and creep is then:
σs ≤1.25 ksi
σs ≤1.25GSi
Where:
LW 10 × 22
Si = = = 6.88
2h (L + W ) 2 × 0.5 × (10 + 22 )
RT 134.5
σs = = = 0.61 ksi
A 10 × 22
σs ≤1.25 ksi OK
hrt ≥ 2∆s
hrt = 2 x 0.3125 + 3 x 0.50 = 2.125 ≥ 2 x 0.65 = 1.30 in. OK
Rotation (14.7.6.3.5d)
Rotation about transverse axis:
2
⎛ L ⎞ θ s,x
σ s ≥ 0.5GS ⎜⎜ ⎟⎟
⎝ hri ⎠ n
where:
2
⎛ 10 ⎞ 0.00725
σ s = 0.61 ksi ≥ 0.5 × 0.170 × 6.88⎜ ⎟ × = 0.57 ksi OK
⎝ 0.5 ⎠ 3
Stability (14.7.6.3.6)
The only requirements for stability are that the total pad thickness does not exceed 1/3 of
the pad length or width. By inspection, this requirement is satisfied.
where:
RL 59.33
σL = = = 0.27 ksi
A 10 × 22
∆FTH = Allowable fatigue stress range for over 2,000,000 cycles and
Category A details = 24 ksi (Table 6.6.1.2.5-3)
The Design Guide states that the Department requires that the thickness of the laminate
steel reinforcement layers (sheet metal shims) be specified as 1/8 in. and conform to
ASTM A1008 or A1011.
Bearing pad design at the pier is similar to the design above. However, longitudinal
movement does not occur at the fixed pier. This prevents shear deformations in the pads,
and, as a result, AASHTO allows a 10% increase in allowable stresses.
In certain situations, plain (unreinforced) elastomeric pads can be designed for the fixed
bearings. Plain pads are considerably cheaper than reinforced pads. However, the
thickness of plain pads is limited to ¾ in. For this example, ¾ in. lacks sufficient rotation
capacity. Therefore, a reinforced design is used.
Based on the same design steps shown above for the abutment, the same bearing pad is
satisfactory for span 1 at the fixed pier bearing. For span 2, the fixed pier bearings will
need to be designed with the methods shown in this example using the span 2 reactions
and rotations.
The pier is a three-column bent with circular columns that will frame directly into
supporting drilled shafts. Piers 1 and 2 bearings are fixed against longitudinal movement.
The abutment is a semi-integral, floating type that is also supported by three drilled
shafts. The superstructure is free to move longitudinally on the abutment cap.
Since all longitudinal loads will be resisted by Piers 1 and 2, Pier 1 will serve to illustrate
the design process for this example. Since the process of abutment design is quite similar
to that of a pier, an abutment design will not be completed. The design of an abutment,
however, will be discussed with an emphasis on the differences between it and a pier
design.
Substructure design is an iterative process that requires the designer to calculate initial
loads based on an assumed point of moment fixity for the column/shaft system. Design
moments found using fixed end moment can be excessive. Therefore, the loads resulting
from an assumed point of fixity are used by the foundation engineer to determine shaft
length and run a lateral load analysis. The structural engineer can then compare the
location of the point of maximum moment in the shaft obtained from the lateral load
analysis to the point of fixity he has assumed and, if they are substantially different,
adjust the design model accordingly. Steps in the process are as follows:
1) Discuss site conditions and requirements with the Foundation engineer, agree
upon a workable foundation type, and estimate foundation depth.
2) Calculate total factored loadings for each pier and abutment location based upon
an assumed point of shaft fixity. Submit the loads to the foundation engineer for
the final foundation report.
In addition to the preliminary and final foundation reports, stream flow data and the
foundation drill logs will be needed. The stream flow information is obtained from the
drainage report. For this bridge, stream flow data are as follows:
V100= 10 ft./sec.
D100 = 18 ft.
Scour (100) = 10 ft.
V500 = 12 ft./sec.
D500 = 15 ft.
Scour (500) = 15 ft.
A foundation investigation has not been completed for this bridge. Values will be
assumed for this design.
To complete the design three separate runs of RC-PIER will be needed: one run to
evaluate all loads exclusive of extreme event load cases, a separate run to assist in the
seismic evaluation, and a final run to evaluate the 500 year flood extreme event case.
To start RC-PIER, open the previously run LEAP Bridge file containing the design for
the superstructure. Opening RC-PIER this way instead of creating a completely new file
will be advantageous as the autogenerate function will be enabled.
Ensure that the screen is filled out as shown above, and click the substructure tab. The
following screen will appear. When the screen is first opened, it will be blank until some
essential geometry data are entered in later screens.
Fill in the appropriate information if it is not already present, and click the Geometry tab.
The Geometry screen is shown below. When it is first opened, the screen will not show
the columns. The program will build the pier details after the geometry information is
input.
Click the Pier Config icon and the following screen will appear.
Complete the screen as shown above. For our example we will have multi-column round
piers. The cap is straight and we want to look at the pier upstation. After the information
is input click OK.
This will bring you back to the Geometry screen. Click on the Superstr. icon to bring up
the following screen.
If you started RC-PIER from the LEAP Bridge file, this should already be filled out. If
not, complete the screen as shown. Click OK.
This will bring you back to the Geometry screen. Click on the Cap icon, which brings up
the following screen.
Information appropriate to our example has been entered. “Start” and “End” elevations
are at the left and right side at the top of the cap, respectively. In the CONSPAN model
for this bridge, the skew angle was input as zero. We will match that skew for the pier
design.
Click OK and return to the Geometry screen. Click on the Column icon to bring up the
Rounded Column screen.
Fill in the appropriate information for each column in the bent. The first column is
located 7 ft. from the left end of the cap. The cap is 4 ft. deep, and the column length is
19.0 ft. resulting in a bottom elevation of 4320.58 ft. The bottom of the column is rigidly
fixed to the drilled shaft. After completing all the information for column 1, click the Add
button and fill in the appropriate information for each additional column.
After inputting all column information, click the Drilled Shaft button to bring up the
following screen.
The drilled shaft diameter is 48 in. For preliminary design we have assumed a depth of 46
ft. The 100-year scour is 10 ft., and we have assumed a depth of fixity (location of
maximum moment) at 5 ft. below scour. This puts the point of fixity, h1, at 31 ft. After
input is complete, click OK. This will return you to the Column screen. Complete the
drilled shaft input for each column and click OK on the Column screen to return to the
Geometry screen.
Since this RC-PIER run is linked to a CONSPAN run, the information on bearing
location is input automatically. Click OK to return to the Geometry screen.
In the Geometry screen, click on the Material icon to bring up the Materials screen.
Input the appropriate concrete ultimate and steel yield strengths. Standard NMDOT
strengths are 3000 psi for concrete and 60 ksi for steel. Concrete modulus of elasticity is
calculated by the program. Click OK and return to the Geometry screen.
In the Geometry screen, click on the Str. Model icon to bring up the Structure Model
screen. Ensure that the radio buttons under Cap design are selected as shown below and
click OK to return to the Geometry screen.
To view node and member numbers, click on the Model icon in the top toolbar, and the
following screen will appear.
Once in the screen, click the “Node Number” and “Member Number” check boxes to
display the numbers.
Return to the Geometry screen by closing the Model window. Once back in the
Geometry screen, click the Loads tab to bring up the Loads screen. The Loads screen is
shown below.
The upper left-hand box in this screen contains a list of all AASHTO LRFD loads.
Highlight the load and click the horizontal arrow to move it to the right into the Selected
Loads box. For Pier 1 in this example, applicable loads are DC, DW, LL, LLp, BR, PL,
WA, WS, WL, and TU. EQ will not be applied in this first run. Highlight and move
these loads into to the Selected Loads box.
All AASHTO load cases are shown in the lower left-hand box. Referring to Article 3.4.1
of the LRFD Specifications, it is determined that load cases applicable to this pier are
Strength I, Strength II, Strength III, Strength V, and Service I. Extreme Event I for the
500-year flood and Extreme Event Seismic Group I will not be used for this first run.
Those cases will be checked in the next two runs. Highlight the applicable cases and
move them to the Selected Groups box. The completed screen is shown below.
Note that it is not necessary to combine the 100-year local and contraction scour with the
Strength II (permit) load case, since the 100-year storm is a rare, short-duration event.
For convenience in this example, the 100-year scour is assumed to be concurrent with the
Strength II loading, which is conservative.
To enter loads or to have RC-PIER calculate loads, highlight the desired load in the
Selected Loads box, and click the Edit button on the right side of the screen. For
example, highlight DC1 and click on Edit and bring up the following screen.
To have RC-PIER automatically generate the DC1 loads, click the Generate button
located in the lower right hand corner of the screen to bring up the following screen.
Since this model is connected to our CONSPAN run through LEAP Bridge, we can
import our superstructure dead loads. Select Input composite dead load reaction from
CONSPAN and click the Import button. (If your model is not connected to your
CONSPAN run, you can export your superstructure loads to a .txt file from the File menu
in CONSPAN and then navigate to that file from the screen that appears when you click
the Import button.)
Clicking the Generate button yields these loads from CONSPAN. However, these loads
do not include pier or midspan diaphragms. These can be calculated by hand and then
added to the automatically generated loads shown on the Loads screen.
In a like manner, input DW1 loads. The Auto Load Generation screen for DW1 is shown
below.
As with the DC loads, import the wearing surface load from CONSPAN.
Moving on to Live Load, the Auto Load Generation screen for Live Load is shown
below.
In accordance with the LRFD Specification Article 3.6.1.3.1, applicable live loads are
Design Truck + Lane, Design Tandem + Lane, and Design Two Trucks + Lane.
Experience has shown that the design tandem will not govern for spans over about 30 ft.,
so that load was not included. Again, clicking Generate on the Auto Load Generation
screen and OK on the Load screen applies the loads.
Permit Live Load must be entered separately. The Auto Load Generation screen for
Permit Live Load is shown below.
If you do not already have the P327-13 permit load defined in RC-PIER, you will have to
add it to the library by clicking the Vehicle Library icon in the top toolbar. A diagram of
the P327-13 permit load is provided in the Design Guide.
Braking loads can also be automatically generated. The Auto Load Generation screen for
braking loads is shown below.
The braking load should be calculated in accordance with LRFD Specification Section
3.6.4 as a percentage of the truck or truck + lane load and shall be applied in all loaded
design lanes carrying traffic in the same direction. The bridge currently carries one lane
in each direction, but it was assumed that it could be restriped in the future to carry an
additional lane in one direction. Thus, the option of Truck + Lane Load was selected and
applied to two lanes. Contributing length was taken as the length of Span 1 and the
portion of Span 2 tributary to Pier 1:
It should also be noted here that, when generating braking loads, RC-PIER considers all
axles of a truck in computing the load even if the span is shorter than the truck.
RC-PIER does not auto generate pedestrian loads. The reaction from this load was
calculated in accordance with LRFD Specification Section 3.6.1.6 as 0.075 ksf acting
over the sidewalk width of 5.67 ft. and a tributary length of 65.875 ft. The calculated
value is equal to 27.9 kips. This was equally divided among all 12 bearing points as 2.5
kips per bearing, rounding up to the next 0.5 kips. The completed load screen is shown
below.
The next load on the Load screen is wind. Bringing up the Auto Load Generation screen
for Wind on Struc brings up the screen shown below. Once the screen comes up, input a
wind angle of zero, toggle on “Open Country” under Bridge Location, enter a value of
zero for “Elevation above which wind load acting,” and click Generate.
The Auto Load Generation screen for Wind Load on Live Load is shown below. In that
screen, input zero for the wind angle and 65.875 for the tributary length. Again, click
Generate to have RC-PIER calculate the loads.
Temperature, creep, and shrinkage are the final loads that need to be entered. RC-PIER
contains individual load screens for each of these. However, for this example, we have
chosen to include the creep and shrinkage movement with the temperature by calculating
a contributing length that results in the same structural movement as the sum of the three.
Pier 1 & 2 bearings are fixed and each takes half the thermal, creep, and shrinkage
movement from Span 2. (Span 1 movement is taken up by the expansion bearing at the
abutment.) Change in temperature is specified as 80°F for concrete bridges in the Design
Guide.
The Auto Load Generation screen for Temperature Load is shown below. Once all
these values are entered, click Generate.
This completes the load data for the first preliminary run. The next step is to generate the
load combinations. To do this, click Combinations in the lower right corner of the Loads
screen. This will bring up the Load Combinations Screen. This screen may be blank if
you have not yet generated the combinations.
Select Cross Combinations. If this is not done, the analysis will not run due to a
difference in the number of live load and braking load cases. Click OK to return to the
Load Combinations Screen. At this point, if your load combinations screen is blank,
click Default Comb to generate the load combinations. Click Close to return to the Loads
Screen.
The next step is to run the analysis. Bring up the Analysis screen by clicking on the
Analysis tab. Once in the Analysis screen, click the A/D Parameters button to bring up
the screen shown below.
For Shear and Torsion Calculations, select the Simplified radio button for both the Cap
method and the Footing method to keep our LEAP Bridge run consistent with load
ratings done in Virtis/Opis. Under Column Slenderness Consideration, set the Degree of
Fixity in Foundations for Moment Magnification to 0.4, since the continuous shaft
provides a stiff end condition for the column. The remainder of the data on the screen
can stay on the default setting. Click OK to return to the Analysis screen. Once in that
screen, click the Run Analysis button. The completed Analysis screen is shown below.
The analysis information shown in the above screen is for forces and moments for the
Envelope Strength case. To show forces and moments for other load cases simply select
the case for which the forces and moments are desired in the Type drop down menu. To
display rotations and displacements, select Displ. & Rotation in the Effect drop down
menu.
At this point, input and analysis are complete for all load cases except the extreme event
load cases.
To complete the cap design for these loading combinations, click the Cap tab at the top of
the screen. Once the Cap Design screen appears, click the Auto Design button. Select a
preliminary main bar and stirrup size and click OK. Next, in the Edit/View box, toggle
“Main bars” on. The resulting screen is shown below.
The above screen is a bit difficult to decipher but, to make things a bit clearer, click the
sketch box in the lower left-hand corner of the Cap screen, and a sectional view of the
cap appears. A copy of the cap section is shown on the next page.
In the Cap/Strut Sketch screen, you can set your cursor at any location along the length of
the cap and left click. The sectional view will change to show the reinforcing
requirements at the selected location. The section shown (see the location of the arrow in
the screen view above) is the critical section.
Top of cap reinforcing will be 9 #11 bars and bottom reinforcing will be 11 #11 bars.
Again, this is a workable design, and the preliminary cap section that was selected is
acceptable for further design.
For stirrups, (Toggle on Stirrups in the Edit / View box) the Cap Design screen is shown
below.
The minimum spacing for the selected bar size (double # 5 bars) is 3 in. This is a bit tight,
but the spacing can be increased by selecting a larger bar. Again then, we will say that the
preliminary cap proportions are acceptable.
To design the columns and shafts, click on the Column tab. This will bring up the
Column Design screen. At first the columns will appear without any reinforcement, as
shown below.
Once in the screen, under Moment Magnification, select the check box for Consider MM,
and click the Unbraced button. Note that this needs to be done for each column and shaft
separately.
Click on the Auto Design All checkbox on the right side of the screen. In the Column
screen, click Auto Design and the following screen comes up.
Select rebar sizes and click OK. RC-PIER completes the design shown below.
For the loading input so far, the main reinforcing for the column will consist of 10 #11
bars. This is a workable design and the determination at this point is made that the
preliminary column diameter is acceptable.
Shaft design was already completed using the Auto Design All checkbox. In the Column
tab, select “2 Shaft” from the drop down menu in the upper left corner. (This shaft was
determined to be the most heavily loaded from an inspection of the analysis screen.) The
resulting screen is shown below.
As shown above, main shaft reinforcing will consist of 11 #11 bars. Again this is an
acceptable design, and it appears that the selected shaft diameter will work.
This completes the preliminary design except for the Extreme Event load cases. Next, we
will proceed with the seismic evaluation.
Specifications, unless noted otherwise. NMDOT will also accept the AASHTO LRFD
Bridge Design Specifications, Fifth Edition, 2010 for seismic design.
Refer then to the first flow chart in the Seismic Specifications, Figure 1.3-1a on page 1-6.
The first box encountered deals with the applicability of the specification. A review of
the referenced Article, 3.1, reveals that the specification is applicable to this bridge.
The second box pertains to temporary bridges and is not applicable to this example.
The third box refers to Article 3.2 for Performance Criteria. This article is informational
and explains the specification’s philosophy. No action is required.
The fourth box references Article 6.2. That article discusses foundation investigation
requirements. For this example, we will assume values that would normally be provided
from a foundation investigation.
The fifth box deals with liquefaction. Since ground water is not present at this site,
liquefaction will not be an issue.
The next box refers to Article 3.3 for the selection of an Earthquake Resisting System
(ERS). Since this is only applicable to seismic design categories (SDC) C and D, we will
wait until the SDC is determined before making a determination of ERS.
The next box refers to Article 3.4 for a determination of the Design Response Spectrum.
After you open the AASHTO Seismic Design Parameters software, the following screen
will appear.
To calculate the design response spectrum for our bridge, we will have to input a location
by latitude-longitude or by zip code. On page one of this example, we stated that our
bridge was near Socorro, NM. In the Specify Site Location by Latitude-Longitude or Zip
Code, make sure that the Latitude-Longitude radio button is selected and then type
34.0595 in the Latitude box and -106.8990 in the Longitude box.
Click the Calculate As, SDs, and SD1 button to generate the Site Coefficients screen.
Site Class definitions are presented in Table 3.4.2.1-1 on page 3-45 of the specification.
To determine site class from this table, site class parameters need to be determined.
Article 3.4.2.2 presents the equations needed to determine the site class parameters. N bar
can be determined using equation 3.4.2.2-2 and information given in drill logs obtained
through a foundation investigation. We will assume N bar from the foundation
investigation to be 15.2. Entering Table 3.4.2.1-1 with this information, the site class is
D.
Ensure that Site Class D is selected in the Site Coefficients screen, and click OK. This
will display the output values shown in the Output Calculations and Ground Motion
Maps window in the Analysis Screen.
The resulting Analysis screen is shown below. Note that values for PGA, Ss, and S1 are
shown in the top half of the Output Calculations and Ground Motion Maps window, and
the values for Fpga, Fa, Fv, As, SDS, and SD1 are shown in the bottom half.
To calculate the design response spectrum, click the Design Spectrum button. You can
view the spectrum data in the Output Calculations and Ground Motion Maps window of
the Analysis screen.
Once you have calculated the design response spectrum, you can view a chart of the data
by clicking the View Spectra button. The following chart shows the design response
spectrum for our bridge.
This completes the determination of the design response spectrum and we return to the
flow chart: Figure 1.3-1a.
The next box in the flow chart is the determination of the seismic design category (SDC)
per Article 3.5 of the Seismic Specifications.
Going back to the flow charts, Figure 1.3-1a, with this information leads us to Figure 1.3-
1b. The first box in that figure under the SDC B column refers us to Figure 1.3-2 for the
displacement demand analysis.
The next box refers to Article 4.2 for the determination of the analysis procedure. Table
4.2.1 indicates that Procedure 1 would be acceptable for use since this is a regular bridge
with more than two but less than six spans. Table 4.2-2 identifies Procedure 1 as an
Equivalent Static Analysis described in Article 5.4.2.
Going back to Figure 1.3-2 and skipping the SDC D diamond leads to “Select Horizontal
Axes for Ground Motions,” discussed in Article 4.3.1. We will select the longitudinal
and transverse directions as our axes.
The next box in Figure 1.3-2 contains “Damping Considerations.” These considerations
are discussed in Article 4.3.2. They are discretionary and will not be used in this
example.
The next item in the box is “Short Period Structure Considerations.” These are discussed
in Article 4.3.3. The equations in that article reveal that we need the period of the
structure (T) to determine the displacement magnification factors. That value has not yet
been determined. We will return to this provision after the structure period has been
calculated.
Return to Figure 1.3-2. The next box refers us to Figure 1.3-4, “Analytical Modeling and
Procedures.” In that figure, skip SDC C or D boxes and go to the Select Analytical
Procedures box. That box identifies Article 5.4.2 as containing the requirements for
Procedure 1. As you will recall, that is the procedure we have selected for use in this
example. Skip the next box as not applicable and go to the “Effective Section Properties
box. This requirement is discussed in Article 5.6.
Referring back to the Analysis screen in our RC-PIER run, we find that the maximum
unfactored axial load is about 663 kips. Also, fc’=3 ksi and Ag = 1385 in.2 for a 42 in.
column. (For simplicity, we are assuming here that the 42 in. column extends down to
the point of fixity.)
Entering Figure 5.6.2-1a with this value at the Ast/Ag =0.01 line gives an elastic stiffness
ratio, Ieff/Ig, of 0.38.
4
D
Ig π.
64
The diameter of a circular section that would have this moment of inertia is 33 in.
The next box in Figure 1.3-4 addresses Abutment Modeling. Abutment contribution to
the seismic resistance of this bridge will be calculated using the Caltrans Seismic Design
Criteria, Version 1.6 (available on the Caltrans web site). For the transverse demand, the
transverse abutment stiffness is assumed to be half the stiffness of the adjacent pier. For
the longitudinal demand, longitudinal stiffness is based on an effective embankment fill
stiffness.
Go back to Figure 1.3-4. Skip the Foundation Modeling box since liquefaction is not of
concern in this example. This brings us to the Conduct Demand Analysis box.
Transverse Direction
Step 1: Calculate vs(x)
To calculate vs(x), we will use a po load of 1 kip/ft. acting along the length of the bridge.
Since the bridge is 178.5 ft. long, this translates into a load of 89.25 kips acting
horizontally over half the bridge length. To determine the transverse stiffness, we will
assume this acts at the top of the pier cap, ignoring the abutment stiffness for the time
being. We will use RC-PIER to determine vs(x).
Make a copy of the previous RC-PIER run. First open the Geometry screen and then the
Column screen. Once in the Column screen, change the column diameters from 42 in.,
the gross diameter, to 33 in., the effective diameter. The changed screen is shown below.
For each column in the Rounded Column screen, click the Drilled Shaft button to view
the following screen.
From Article 3.4.1 of the LRFD Specification, the local and contraction scour depth and
EQ loading do not need to be considered simultaneously. Therefore, we will need to
adjust h1 for the drilled shafts. Keeping the point of fixity at 5 ft. below the streambed
elevation and neglecting scour, the depth of fixity, h1, is at 41 ft. After input is complete,
click OK. This will return you to the Column screen. Complete the drilled shaft input for
each column and click OK on the Column screen to return to the Geometry screen.
Next open the Loads screen. Highlight the EQ1 load in the Load Type box, and click the
horizontal arrow to move it to the right into the Selected Loads box.
Highlight the EQ1 load and click Edit. Input the 89.25 kips nominal load at the top of the
cap as shown in the screen below.
Click OK to return to the Loads screen. Next, highlight Extreme Event Seismic Group I
in the Available Groups box and click the horizontal arrow to move it to the right into the
Selected Groups box.
Next, click on the Analysis tab and then click Run Analysis. After the analysis is run,
select Load Case under the Type pull down menu, Displ. & Rotation under the Effect pull
down menu, and EQ1 under the Item pull down menu.
The node numbers of the cap/column connections are 3,6, and 9. Note that the X-
direction displacements at these nodes are 0.27 in.
p o .L
K
v smax
Eq. C5.4.2-1
From Caltrans Seismic Design Criteria, Section 7.8.2, abutment stiffness is half the
stiffness of the adjacent pier. Therefore, total stiffness for our substructure is
By separate calculation, the unfactored dead load is W = 3194 kips. This weight was
calculated using the superstructure dead load generated by CONSPAN and adding the
weight of the diaphragms, abutment backwalls, and piers down to the point of fixity.
W
T = 2π
Kg
Eq. C5.4.2-3
3194 kip
T = 2π = 0.573 sec .
(993 kip / in.)(32.2 ft. / s 2 )(12 in. / ft.)
W
pe S a.
L Eq. C5.4.2-4
Refer back to the portion of the example where the response spectrum curve was
developed (page 82). T is equal to 0.573, which is greater than Ts (Ts= 0.428). Since this
is the case,
S D1
Sa = Eq. 3.4.1-8
T
0.208
Sa = = 0.363
T
3194 kip
p e = 0.363 × = 6.50 kip / ft.
178.5 ft.
Step 5: Calculate displacements by scaling the displacement result from RC-PIER (Step
1) by the ratio of pe/po.
At this point, we will need to return to Article 4.3.3 to determine the magnification factor
for short period structures. As you will recall, we skipped the step earlier since the period
of the structure had not been determined. From previous calculations, T=0.573 sec. and
Ts=0.428 sec.
T * 0.535 sec .
= = 0.934 ≤ 1.0
T 0.573 sec .
By Equation 4.3.3-2, since T*/T is less than one, Rd = 1.0. Thus, ΔDT remains 1.17 in.
This completes the demand analysis in the transverse direction. We will next compute
the demand analysis in the longitudinal direction.
Longitudinal Direction
In the longitudinal direction we will neglect the drilled shafts supporting the abutments
but will include the passive soil pressure behind the backwalls. As an analytical model
for the piers, we will assume that the columns are fixed at the point of maximum moment
in the shafts (5 ft. below streambed elevation) and pinned but free to translate and rotate
at the top. The equation for the displacement at the free end of this type of structure is
P .l
3
Δ
3 . E. I .
This equation is presented in the Beam Diagrams and Formulas section of the Allowable
Stress version of the AISC Manual of Steel Construction.
With this information, we can go back to Article 5.4.2 to determine the demand analysis.
From the above discussion of the deflection at the free end of a fixed/free end structure,
P .l
3
Δ
3 . E. I
l = 19 + 5 = 24 ft.
E = 3320.56 ksi for 3 ksi concrete, and
Using these values and substituting into the above deflection equation yields,
This is the value for vs(x) due to an arbitrary force applied at the piers only.
Stiffness of the piers can be found from vs(x) in Step 1 using the following equation.
p o .L
K
v smax
Eq. C5.4.2-1
From Caltrans Seismic Design Criteria, Section 7.8.1, embankment fill stiffness behind
the abutment can be calculated using an assumed initial stiffness, Ki = 50 kip/in./ft.
Substituting Ki, abutment width, and fill height into equation 7.43b of the Caltrans
Seismic Design Criteria, we can calculate stiffness of the embankment fill.
h
K fill = K i w
5.5 ft.
⎛ 50 kip / in. ⎞ ⎛ 4.9167 ft. ⎞
K fill = ⎜ ⎟(50 ft.)⎜⎜ ⎟⎟ = 2234.86 kip / in.
⎝ ft. ⎠ ⎝ 5.5 ft. ⎠
Total longitudinal stiffness is the sum of the pier and embankment fill stiffness.
From the demand analysis calculation for the transverse direction, W is equal to 3194
kips.
W
T = 2π
Kg
Eq. C5.4.2-3
3194 kip
T = 2π = 0.37 sec .
(2380 kip / in.)(32.2 ft. / s 2 )(12 in. / ft.)
W
pe S a.
L
Refer back to the portion of the example where the response spectrum curve was
developed. T is equal to 0.37 sec., which is less than Ts (Ts = 0.428 sec.). Since this is the
case,
Sa= 0.485
3194 kip
p e = 0.485 × = 8.68 kip / ft.
178.5 ft.
Ppier = pe x (Kpier/Ktotal) = 8.68 kip/ft. x (145.12 kip/in. / 2380 kip/in.) = 0.53 kip/ft.
p pier
Δ DL = Δ ×
p0
This displacement, multiplied by the embankment fill stiffness, should give us the force
that will resist movement at the abutment. However, if our assumed initial stiffness was
too large, this force could be larger than the abutment fill can support. Therefore, we will
check it against the effective abutment stiffness bilinear model shown in Caltrans Seismic
Design Criteria, Figure 7.14A.
The passive pressure force resisting movement at the abutment, Pdia, can be calculated
using the following equation.
h dia
Pdia = A e × 5.0 ksf × Caltrans Eq. 7.44
5 .5
⎛ 4.9167 ft. ⎞
Pdia = (50 ft. × 4.9167 ft.)(5.0 ksf )⎜⎜ ⎟⎟ = 1098.82 kip
⎝ 5.5 ft. ⎠
The passive pressure force provided by the initial assumed stiffness and resulting
displacement value is shown below.
P is larger than Pdia. This is inconsistent with the assumed bilinear abutment stiffness
relationship, as shown in Fig. 7.14A of the Caltrans Seismic Design Criteria.
Our final values for ΔDL and Kfill give us a P of 1075.94 kip, which is very close to our
Pdia of 1098.80 kip.
At this point, we will need to return to Article 4.3.3 to determine the magnification factor
for short period structures. As you will recall, we skipped the step earlier since the period
of the structure had not been determined. From previous calculations, T=0.537 sec. and
Ts=0.428 sec.
T * 0.535 sec .
= = 0.996 ≤ 1.0
T 0.537 sec .
By Equation 4.3.3-2, since T*/T is less than one, Rd = 1.0. Thus, ΔDL remains 1.09 in.
This completes the demand analysis, and we will return to Figure 1.3-4 in the flow charts.
The next box in Figure 1.3-4 refers us to Article 4.4, Combine Orthogonal
Displacements.
2
Case1 = Δ DL + (0.3 ⋅ Δ DT ) 2
Substituting the previously computed values into this equation yields that the Case 1
deflection is
Load Case 2 is 100% of the displacement computed in the previous section for the
transverse direction combined with 30% of the previously computed displacement in the
longitudinal direction. This will be taken as the final displacement demand in the
transverse direction.
2
Case 2 = Δ DT + (0.3 ⋅ Δ DL ) 2
Substituting the previously computed values into this equation yields the Case 2
deflection as
This completes the combination of orthogonal displacements and we return to the flow
chart in Figure 1.3-4.
The next box in that figure refers us to Article 4.8, Determine Displacement Demands
Along Member Local Axis.
Δ DL = 1.15 in.
Δ DT = 1.21 in.
Going back to Figure 1.3-4, the next box refers us back to Figure 1.3-2. The point we left
off in figure 1.3-2 refers us back to Figure 1.3-1b.
The box after the one we last completed in Figure 1.3-1b (Displacement Demand
Analysis) refers us to Figure 1.3-3 for the computation of capacity.
Turn to Figure 1.3-3. Following that figure through to the first location where an action is
required, we arrive at the box titled “SDC B & C Determine Delta C – Implicit.” This
box refers us to Article 4.8.1 for determination of displacement capacity.
ΛBo
x
Ho
Eq. 4.8.1-3
Λ= a factor for column end restraint
=1 for fixed free (the longitudinal direction)
=2 for fixed top and bottom (the transverse direction)
Substituting into this equation with Ho=24 ft. and Bo= 3.5 ft. yields:
ΔC = 6.12 in. in the longitudinal direction and 3.59 in. in the transverse direction.
ΔC is thus 6.12 in. in the longitudinal direction and 3.59 in. in the transverse direction.
Returning back to Figure 1.3-3 and following it through from the box where we departed
from it returns us to Figure 1.3-1b.
In figure 1.3-1b the box after Displacement Capacity asks us to compare displacement
capacity to displacement demand.
Δ c Δ D
In the longitudinal direction, the displacement capacity is 6.12 in., which is greater than
the displacement demand of 1.15 in. The requirement of the equation is thus met.
In the transverse direction, the displacement capacity is 3.59 in., which is greater than the
displacement demand of 1.21 in. The requirement of the equation is thus also met in the
transverse direction.
The capacity demand values determined above are a first trial and sufficient for the
preliminary run. In the final design, the values will need to be corrected for shaft end
displacements and rotations. The shaft displacement and rotation values will need to be
obtained from the LPILE Analysis run by the Geotechnical Section. To insure that these
values are obtained, the top of shaft loadings in both the transverse and longitudinal
direction will need to be reported to the Geotechnical Section along with a request that
the rotations and displacements be independently calculated in each direction.
Return now to the flow chart in Figure 1.3-1b. Since the displacement demand vs.
capacity requirements have been met, we will proceed to the Satisfy Support
Requirements box.
Substituting these values into the equation, we get a support length requirement (N) of
12.85 in. Referring to Table 4.12.2-1 for bridges in SDC B, we need to multiply N by
150%. This results in a final support length requirement of 19.28 in.
Looking ahead to the preliminary abutment design on page 105 of this example, we will
provide a support length of 24 in. to satisfy this requirement.
The next item in the box refers us to Article 4.14 for shear key design.
Shear Key
Shear key design will be undertaken during the final design phase.
Referring back to the flow chart in Figure 1.3.1-b, the next box refers us to Figure 1.3-5
for SDC B detailing.
Following the Type 1 column of the flow chart, the box titled “Determine Flexure and
Shear Demands” is the first box applicable to an SDC B bridge. The box refers us to
Article 8.3.
Article 8.3.2 also refers the reader to Articles 8.5 and 8.6 for a determination of column
capacities. At this point in the design it would be premature to determine member
capacities. That determination will be delayed until final design. For now, we will
confine ourselves to the determination of design forces.
In our work under Displacement Demand, we determined pe in both the transverse and
longitudinal directions.
The longitudinal and transverse seismic loads need to be combined using the same
procedure from Article 4.4 as that for displacement.
2
Case 1 = Pe long + (0.3 ⋅ Pe trans ) 2
2
Case 2 = Pe trans + (0.3 ⋅ Pe long ) 2
Pe = 7.19 kips/ft.
Ppiers = 7.19 kips/ft. x 178.5 ft. x (145.12 kip/in. / 1129.68 kip/in.) = 164.87 kips
Going back to our seismic design model in RC-PIER, input Ppier (82.43 kips) as Global Z
direction bearing loads of 13.74 kips/ brng (82.43 kips / 6 bearing lines) under earthquake
loads. Input 1.05 in the Multiplier for Loads box to account for the “Essential”
importance factor.
The following Analysis screen shows analysis results for the Extreme Event Seismic
Group load case.
Note that the maximum moment at the top of the shaft is 994 ft.-kips. This is
accompanied by a horizontal load of 36 kips and an axial load of 531 kips. These loads
will be reported to the Geotechnical Section in the request for final foundation
recommendations.
To determine which design forces will govern the detailing, the plastic hinging forces
must be calculated according to Article 4.11.2.
Assuming εplas.=0.003,
I g ⋅ E ⋅ ε 152745 ⋅ 3320.56 ⋅ 0.003
Mp = = = 72,457 kip − in. = 6038 kip − ft.
y 21
This value is greater than the maximum moment in the top of the shaft generated by RC-
PIER. As mentioned above, the lesser of the plastic hinging forces and the unreduced
elastic seismic forces will be used for detailing. Therefore, the elastic seismic forces
govern the detailing.
Pe = 6.82 kips/ft.
Going back to our seismic design model in RC-PIER, input Ppier as a Global X direction
cap load under earthquake loads.
The maximum moment at the top of the shaft is 330 ft.-kips. This is accompanied by a
horizontal load of 139 kips and an axial load of 659 kips. These loads will be reported to
the Geotechnical Section in the request for final foundation recommendations.
Drilled Shaft
Article 6.5 lists the following requirements for drilled shafts. The disposition of the
requirement as it pertains to this example will follow the presentation of each
requirement.
• Drilled shaft design is to conform to the seismic design requirements for columns.
Shaft design for this example will conform to those requirements.
• The effects of streambed aggradation or degradation shall be taken into account
when establishing point of fixity in the shaft. Neither aggradation nor degradation
are anticipated at this location.
• The effects of liquefaction are to be considered. As discussed earlier, liquefaction
will not be a consideration at this site.
• A stable length will be established for the shaft. This is a geotechnical
consideration that will be met.
• The ultimate geotechnical capacity of the shaft will not be exceeded by seismic
loads. Again, this is a geotechnical consideration that will be met.
With that discussion, we return to the flow charts (Figure 1.3-1b), which indicate that we
are through, at least for preliminary design, with seismic considerations.
Seismic work still to be completed under final design will be to add the effects of shaft
end displacements and rotation to the displacement demand figure we have calculated,
reassess seismic forces if necessary based on a revised point of fixity, and check the
requirements for SDC B level of detailing.
With that, we will leave seismic design for now and return to determining forces for the
500-year flood event.
The stream flow data for the 500-year flood are as follows:
V = 12 ft./sec.
Scour depth = 15 ft.
High water elevation = bottom of pier cap
The load combination will be Extreme Event Group II. To verify the adequacy of the
design, an RC-PIER run will be made with the appropriate load combination, and the
resultant forces will be compared to the ultimate capacities of the members.
Referring to Article 3.7.3 of the LRFD Specifications, the stream flow pressure acting on
the structure in ksf is given by
CDV 2
p=
1,000
The drag coefficient for the columns and shafts is 0.7 from Table 3.7.3.1-1.
Using this value, the pressure acting on the columns is 0.101 ksf or 0.35 kips/ft.
Likewise, the stream flow load acting on the shaft is 0.404 kips/ft.
The pressure acting on debris lodged against the column is calculated using Figure
C3.7.3.1-1 and the associated commentary. In the commentary, CD=0.5. With the 500-yr
flow velocity, we get a stream flow pressure of 0.072 ksf.
We will turn this pressure into a force acting at the centroid of the debris raft. To do this,
we will need to calculate dimensions A and B from Figure C3.7.3.1-1. The depth, A,
should be half the water depth, but not greater than 10 ft. The width, B, should be the
length of the superstructure tributary to the pier, but not greater than 45 ft.
(19 + 15)
A= = 17 ft. > 10 ft.
2
(43.75 + 88)
B= = 65 .875 ft. > 45 ft.
2
Since A and B are both greater than their allowable lengths, we will use A = 10 ft. and B
= 45 ft. The result is a force of 16.2 kips acting at the centroid of the debris raft, which is
3.33 ft. from the top of the column.
For this run, the location of maximum moment in the drilled shaft will be assumed at 5 ft.
below the 500-year scour depth or 20 ft. below streambed elevation.
Going back to the Column Geometry, ensure that the column diameter is again set to 42
in. Next, in the Drilled Shaft screen for each column, change the location of the point of
fixity to 20 ft. below streambed as shown below. Click OK.
Bring up the Loads screen and input the stream flow loads by editing the WA1 load to
match the screen shown below.
Modify the Loads screen as shown below so that only Extreme Event Group II will be
calculated.
Click on the Analysis tab and run the analysis. The results are shown below. An
examination of these forces reveals that all members are well below their capacity.
Strength Groups
• Axial Load = 749 kips
• Horizontal load = 20 kips
• Moment = 923 ft.-kips
Longitudinal
• Axial Load = 531 kips
• Horizontal load = 36 kips
• Moment = 994 ft.-kips
In the transmittal to the Geotechnical Section we will need to state that (1) these loads are
factored loads, (2) they are acting at the top of shaft elevation and (3) we want a
recommendation on shaft length and an LPILE analysis for each load case.
Abutment analysis and design, like the pier analysis, can readily be completed using RC-
PIER. The process would very closely follow the one used for pier design, so closely, in
fact, that presenting it here would be quite redundant. For that reason, a complete
abutment design will not be presented. Rather, the differences between an abutment and a
pier design will be discussed. Those differences are as follows:
1. For stream crossing bridges, it is generally accepted that the abutments are
protected from scour. For that reason stream flow forces will not be applied to
abutments in most cases. Since the high water elevation is at the bottom of the
pier cap, we will not need to investigate stream flow forces.
2. The depth to fixity (location of maximum moment) will be much shallower than
for a pier. A good first assumption would be 10 ft. below the bottom of the
abutment cap.
3. Depending on the abutment configuration, earth pressure loads may need to be
applied.
4. Seismic analysis will be required since we have included contribution from the
abutments.
In an actual design situation, though, loading similar to that computed for the pier would
be determined and submitted to the Geotechnical Section for their use in preparing the
foundation report.